Braking systems incorporating wear and corrosion resistant rotors

ABSTRACT

In some implementations of the current subject matter, a braking system can include a first combination of braking components operable to slow or stop rotational motion of a first wheel of the multi-wheeled vehicle and a second combination of braking components operable to slow or stop rotational motion of a second wheel of the multi-wheeled vehicle. The first combination can include a first brake rotor and a first brake pad, and the first brake rotor can include a coating that imparts wear and corrosion resistant properties to the first brake rotor. The second combination can include a second brake rotor and a second brake pad, and the second brake rotor can lack the coating. Related systems, methods, articles of manufacture, and the like are disclosed.

CROSS-REFERENCE TO RELATED APPLICATION

This application claims priority to U.S. Provisional Application No.61/802,308, filed on Mar. 15, 2013, the disclosure of which isincorporated by reference herein.

TECHNICAL FIELD

The subject matter described herein relates to braking systems and moreparticularly to a system and method for equipping a vehicle with brakingsystems.

BACKGROUND

A vehicle braking system for use on a wheeled vehicle generally includesa rotating device that rotates with a wheel while the vehicle is inmotion and a friction device that is mounted to an apparatus on thevehicle body itself. When the brakes are applied, the apparatus movesthe friction device into contact with a surface or surfaces on therotating device to create friction between the rotating device and thefriction device. The resulting friction causes the speed of the vehicleto decrease. In a vehicle with a disk braking system, the rotatingdevice is commonly referred to as a brake disk or a brake rotor whilethe friction device is commonly referred to as a brake pad. In a vehiclewith drum brakes, the rotating device is commonly referred to as a drumwhile the friction device is commonly referred to as a brake shoe. Theterms “brake rotor” and “brake pad” are used throughout this disclosureto refer generically and respectively to a rotating device of a brakingsystem and a friction device of a braking system. A braking system caninclude one or more components operable to more a friction material onthe brake pad to forcibly contact with a friction surface of the brakerotor. The braking system can be controlled by a user operablemechanism, such as a foot-operated brake pedal or a hand-operated gripdevice and can be mechanical, electrical, hydraulic, or the like

For braking systems featuring a brake rotor or a disk, the mechanism canbe a set of calipers and a mechanical, electrical, hydraulic, etc.system for applying pressure to one or more brake pads mounted to eachcaliper to urge it/them against the friction surfaces of the brakerotor. The brake rotor typically has two opposing friction surfaces onopposite annular faces of a disk-like structure. In brake drum systems,the friction surface of the drum is typically on the inner rotationsurface. The brake shoes are urged against the friction surface bycalipers, levers, or other devices that are controlled by the user.

SUMMARY

In one aspect, a braking system of a multi-wheeled vehicle includes afirst combination of braking components operable to slow or stoprotational motion of a first wheel of the multi-wheeled vehicle, and asecond combination of braking components operable to slow or stoprotational motion of a second wheel of the multi-wheeled vehicle. Thefirst combination includes a rotor having a coating that imparts wearand corrosion resistant properties to the first brake rotor a firstbrake rotor and a first brake pad. The second combination includes asecond brake rotor that lacks the coating and a second brake pad.

In an interrelated aspect, a method for configuring a braking system ofa multi-wheeled vehicle includes installing a first combination ofbraking components operable to slow or stop rotational motion of a firstwheel of the multi-wheeled vehicle and installing a second combinationof braking components operable to slow or stop rotational motion of asecond wheel of the multi-wheeled vehicle. The first combinationincludes a rotor having a coating that imparts wear and corrosionresistant properties to the first brake rotor a first brake rotor and afirst brake pad. The second combination includes a second brake rotorthat lacks the coating and a second brake pad.

In another interrelated aspect, a method for slowing or stopping amulti-wheeled vehicle includes engaging a braking system of themulti-wheeled vehicle that includes a first combination of brakingcomponents operable to slow or stop rotational motion of a first wheelof the multi-wheeled vehicle and a second combination of brakingcomponents operable to slow or stop rotational motion of a second wheelof the multi-wheeled vehicle. The first combination includes a rotorhaving a coating that imparts wear and corrosion resistant properties tothe first brake rotor a first brake rotor and a first brake pad. Thesecond combination includes a second brake rotor that lacks the coatingand a second brake pad.

In some variations of these aspects, one or more of the followingfeatures can optionally be included in any feasible combination. Thecoating can include graphene. The coating can alternatively or inaddition include a first layer comprising a first material and a secondlayer comprising a second material. The first material can include ametal. The metal can include at least one of titanium, chromium,zirconium, aluminum, and hafnium. The first layer can include aplurality of layers of the first material merged to form a single layer.The second material can include at least one of a nitride, a boride, acarbide, or an oxide of the first material. The coating can includemultiple iterations of the first layer and the second layer. Themultiple iterations of the first layer can be deposited sequentiallyprior to deposition of the multiple iterations of the second layer, orthe multiple iterations of the first layer can be depositedalternatively with intervening deposition of one or more of the multipleiterations of the second layer. Each of the multiple iterations of thefirst layer and each of the multiple iterations of the second layer canhave a thickness in a range of one atom to three or four thousandAngstroms. The first brake rotor can include a first scale of surfacetopography that can include a plurality of island formations separatedby channels. The first brake rotor can include a second scale of surfacetopography that can include a plurality peaks and valleys of regular orirregular shape.

Some of a friction material of the first brake pad can be transferred toa friction surface of the brake rotor during braking such that atransfer film layer including the transferred friction material iscreated and mechanically held in place on the friction surface of thebrake rotor by features of the first and/or second scale of surfacetopography. The friction material of the brake pad and the frictionmaterial of the transfer film layer can participate in an adherentfriction interaction that enhances a first braking power of the firstcombination of braking components relative to a second braking power ofthe second combination of braking components. A friction material of thefirst brake pad can consist essentially of components other than copper.A friction material of the first brake pad can include anenvironmentally beneficial component.

The details of one or more variations of the subject matter describedherein are set forth in the accompanying drawings and the descriptionbelow. Other features and advantages of the subject matter describedherein will be apparent from the description and drawings, and from theclaims. This summary is not intended to be limiting. Rather the claimsthat eventually issue in this application are to define the scope of theprotected subject matter.

DESCRIPTION OF DRAWINGS

The accompanying drawings, which are incorporated in and constitute apart of this specification, show certain aspects of the subject matterdisclosed herein and, together with the description, help explain someof the principles associated with the disclosed implementations. In thedrawings,

FIG. 1 shows a perspective diagram illustrating features of a brakingsystem;

FIG. 2 shows a diagram showing a cross-sectional view of a brake rotorhaving surface roughness features;

FIG. 3 shows a diagram illustrating a cross-sectional, magnified view ofa brake rotor having two scales of surface topography;

FIG. 4 shows a flow chart illustrating features of a method consistentwith implementations of the current subject matter; and

FIG. 5 shows a flow chart illustrating features of another methodconsistent with implementations of the current subject matter.

When practical, similar reference numbers denote similar structures,features, or elements.

DETAILED DESCRIPTION

Brake rotors are generally made of a durable material while brake padsare made of a material that wears away under the friction resulting fromstopping or slowing a vehicle. However, brake rotors typically alsoexperience wear and eventually require replacement, or on rare occasionsre-machining is allowed, which can be expensive. Additionally,particulate debris from brake pads generated during braking is typicallyreleased to the environment. Because of the chemical compositionstypically employed in brake pads, this particulate debris can includeconstituents, including but not limited to copper, cadmium, lead,mercury, and the like, that are known or suspected to have harmfuleffects when found in significant quantities in the environment. Inaddition, as a brake pad gets hot it can and commonly does form toxicgases and elements. A braking system that results in slower wear of boththe brake rotor and the brake pad is therefore desirable. Further, abrake pad formed of a particular composition can both be made withorganic materials to reduce or possibly eliminate the harmful or toxicmaterials of conventional brake pads, and are formulated specifically tooptimize operation with the coated brake rotor.

To address these and potentially other needs, implementations of thecurrent subject matter provide methods, systems, articles ormanufacture, and the like that can, among other possible advantages,provide a brake rotor having surface roughness and hardnesscharacteristics that maximize a useful lifetime of the brake rotor whileminimizing abrasive consumption of the friction material on a brake padused in conjunction with the brake rotor. Implementations of the currentsubject matter further provide methods, systems, articles ormanufacture, and the like, of a brake pad composition to optimizeperformance and minimize wear and release of harmful or toxic substancesor matter.

As shown in the example of a braking system 100 in FIG. 1 a brake rotor102 can, in some examples, have a disk-shaped body with a central hole104 adapted so that the brake rotor 102 can be positioned over the hubof a wheel (not shown) and centered on the axis of rotation 106 of thewheel and the brake rotor 102. The shape of the brake rotor 102 and thecentral hole 104 are shown in FIG. 1 as having a circular cross-sectionnormal to the axis of rotation 106. However, this is merely an example.The cross-section of either or both of the brake rotor 102 and thecentral hole 104 can be non-circular as long as they are rotationallysymmetrical about the axis of rotation 106. Opposing annular surfaces108 and 110 are disposed on opposite sides of the brake rotor 102 andcan extend from the outer periphery 112 of the brake rotor 102 to thecentral hole 104. At least a portion of each of the annular surfaces 108and 110 serves as a friction surface against which the friction material114 of one or more brake pad(s) 116 is urged during braking. A corrosionresistant coating can be applied to at least part of the frictionsurfaces on the two opposing annular surfaces 108 and 110 as describedbelow as well as in one or more of co-pending and co-owned U.S. patentapplication publications 2008-0196985 A1, 2008/0196986A1,2009/0050423A1, and 2009/0288921A1 and co-pending and co-owned U.S.patent application Ser. No. 12/848,429, the disclosures of which arehereby incorporated by reference in their entireties.

As shown in the cross-sectional diagram 200 of a brake rotor 102 in FIG.2, the friction surfaces disposed on the opposing annular surfaces 108and 110 of the brake rotor 102 can in some implementations includesurface roughness features that can take the form of a plurality ofraised “peaks” or island formations 202 with spaced “valleys” or airflow channels 204 between the island formations peaks. Only the peaks202 generally contact the friction material 114 of the brake pad 116during engagement of the braking system 100. A uniform pattern can beused throughout the friction surface of an annular surface 108 or 110 ofa brake rotor 102. Alternatively or in addition, a combination ofdifferent shaped surface features can be included to present a visibledesign or texture that can vary in a random or predetermined manneracross either or both annular surfaces 108, 110. The peaks 202 caninclude tear drop shaped formations, circle or dot shaped formations,figure eight shaped formations, letter shaped formations, and the like,with valleys 204 between and/or around the peaks 202.

The peaks 202 can have sharp, angular cross-sectional shapes asillustrated in FIG. 2. Other shapes of the peaks 202 and valleys 204 arealso within the scope of this disclosure. Shapes of the peaks 202 caninclude, but are not limited to squares, trapezoids, rectangles,triangles, stars, letters or names, numbers, logos, trademarks, dashes,other geometric shapes, and the like, with or without rounded corners.The shape and positioning of the peaks 202 can be designed to beaesthetically pleasing in appearance, which is particularly desirablewhen the annular surfaces 108 and 110 are externally visible, as is thecase with many motor cycle brake rotors. The valleys 204 adjacent toan/or surrounding the peaks 202 can result in a significant reduction inthe overall weight of the brake rotor 102 which in turn can improve theefficiency and performance of the motor vehicle. Additionally, thevalleys 204 can allow for air flow around the peaks 202 for increasedcooling and heat dissipation. The base of each valley 204 can optionallybe roughened or modulated to provide bumps or the like that createturbulence in air flow along the valley 204 which can also improve thecooling effect.

Peaks 202 of desired shapes and dimensions can be formed in any suitablemanner, for example by appropriate machining or other forming processes.After forming peaks 202, valleys 204, and/or other surface roughnessfeatures on one or both annular surfaces 108, 110 of the brake rotor102, the annular surface 108, 110 of the brake rotor 102 can be coatedwith a wear and corrosion resistant coating that eliminates or greatlyreduces the rate at which the peaks 202 are worn down by contact withthe friction material 114 of a brake pad. The wear and corrosionresistant coating can be deposited on the surfaces of the peaks 202 andalso optionally in the valleys 204. The wear and corrosion resistantcoating can improve the overall look or aesthetics of the brake rotor102 while also substantially increasing its hardness relative to anuncoated brake rotor friction surface.

During braking action, some amount of the friction material 114 of abrake pad 116 is transferred to the friction surface of the brake rotor102. This generally occurs during a “seating” or “break-in” processpersisting for some period of time and/or miles driven after new brakepads 116 are installed on a vehicle. With a conventional brake rotor,even one initially manufactured with surface roughness features, thefriction forces and stresses placed on the friction surfaces duringnormal braking operations typically rapidly lead to a flattening of thefriction surface. Thus, any advantages that might have been gained fromthe surface roughness features (e.g. better cooling air flow, decorativepatterns, etc.) are highly transient and unlikely to be relevant for themajority of the useful lifetime of the brake rotor.

According to implementations of the current subject matter, a wear andcorrosion resistant coating can be applied to a brake rotor 102 that hasbeen pre-treated to create a surface roughness condition on at leastpart of the friction surfaces of the brake rotor 102. In oneimplementation, the wear and corrosion resistant coating can include afirst layer of a metal, such as pure titanium metal, and a second layerthat can include a nitride, a boride, an oxide, a carbide, etc. of themetal used in the first layer. The coating can be applied using aphysical vapor deposition source, such as for example a cathodic arcsource with a controlled gas atmosphere. As an illustrative example, thefirst, metal layer, which can include amorphous or crystalline metal,can be deposited by vapor deposition in an inert atmosphere. The secondlayer can be formed by vapor deposition under an atmosphere containing areactive gas, such as for example nitrogen, boron, oxygen, one or morehydrocarbons or carbon monoxide or dioxide, and the like. The wearcorrosion resistant coating can advantageously have a Rockwell Chardness of 40±2 to as much as 46±2, which can result in a much longerpersistence of the surface roughness features on the friction surfacesof the brake rotor 102.

This first layer can be applied directly onto a prepared brakingsurface, which can include a surface finish produced on the annularsurfaces 108 and 110 of the brake rotor 102 substrate, optionallyincluding the peaks 202. In one example, a surface finish can be formedby blasting all or part of the annular surfaces 108 and 110 with acontinuous stream of particles (commonly referred to as bead blasting)which are typically harder than the annular surfaces 108 and 110. Theseparticles can be round and/or smooth in shape or alternatively veryirregular in shape. Various particle shapes can be used to impart adifferent surface finish or surface geography to the brake rotor 102.For example, with round particles (of various sizes) and appropriateparticle energy (air pressure or hydro pressure) a surface texture thatmicroscopically resembles low soft rolling hills can be achieved. Withirregular (crystalline) shaped particles, a very coarse surface geometry(very rugged/jagged peaks and valleys) can be imparted to the brake diskor rotor 100 surfaces. Other methods such as a sanded or a groundsurface finish can be used to give a different appearance when coatedwith the wear and corrosion resistant coating. When the sanded or groundsurface finish is done in a cross-hatched configuration and then coatedwith the wear and corrosion resistant coating, the coated brake rotor102 can be made to look as though it has a woven appearance such as isfound in components made from carbon fiber.

As noted above, the amorphous or crystalline material can in someimplementations be a metal such as titanium, chromium, zirconium,aluminum, hafnium or an alloy thereof. The wear and corrosion resistantcoating can further include a second layer that overlays and contactsthe first layer. The first layer and the second layer can be distinct orcan alternatively intermingle or merge or diffuse into each other suchthat no distinct boundary exists between them. The second layer can insome variations include one or more binary metals, for example, one ormore metal nitrides, metal borides, metal carbides and metal oxides. Thesecond layer can alternatively or additionally include one or morenitrides, borides, carbides or oxides of the metal used in the firstlayer. In some implementations, the wear and corrosion resistant coatingcan include more than two layers of alternating metal and metal compoundmaterials that are applied in order to impart specific physicalproperties to the brake disk or rotor 102. In some implementations of awear and corrosion resistant coating, the first layer can includeamorphous titanium and the second layer can include a titanium nitride(generically, TiN_(X)). Multiple alternating instances of the firstlayer and the second layer can be configured to form a lattice structureor a super lattice structure that includes thin films formed byalternately depositing two different components to form layeredstructures. Multilayers can become super-lattices when the period of thedifferent layers is less than about 10 nm (100 Angstroms). With thiscooperation of structure, a wear and corrosion resistant coating havinga service life to exceed approximately 100,000 vehicle miles or more canbe obtained. It should be noted that abbreviations are used herein as ashorthand rather than an exact chemical label, and do not suggest thatthe stoichiometry of the indicated compound must be exactly as stated inthe abbreviation.

The wear and corrosion resistant coating can cause surface roughnessfeatures (e.g. either or both of the first or second scales of surfacetopography discussed below) on the annular surfaces 108, 110 of thebrake rotor 102 to be significantly more durable to wear from normalbraking activities. As such, the peak 202 and valley 204 topographyand/or an island formation and channel topography (discussed below) thatis originally present on the friction surfaces of the brake rotor 102can persist for a large percentage of the useful life of the brake rotor102, which can in some implementations be many multiples of a typicaluseful lifetime for a conventional brake rotor without a wear andcorrosion resistant coating as described herein.

Surface roughness features on the friction surface of a brake rotor 102can interact during application of the friction material 114 of thebrake pad 116 to the friction surface during braking system operation tocause the surface roughness features of the friction surface toaccumulate a layer of transferred friction material 114 from the brakepad 116 to the friction surface. This accumulated layer of frictionmaterial on the brake rotor 102 friction surface can experience enhancedfriction properties via an adherent friction interaction with thefriction material 114 remaining on the brake pad 116. For example,adhesion between the friction material 114 remaining on the brake pad116 and that transferred to the brake rotor 102 can be more pronouncedthan adhesion between the friction material 114 on the brake pad 116 anda clean surface of the brake rotor 102. The accumulated layer offriction material transferred to the friction surface of the brake rotor102 can be successively refreshed by transfer of additional amounts offriction material 114 from the brake pad 116 to the brake rotor 102. Theaccumulated layer can also serve to protect the underlying surfaceroughness features on the friction surface of the brake rotor 102 fromexcessive wear. The adherent friction interaction between frictionmaterial 114 remaining on the brake pad 116 and friction materialtransferred to the friction surface(s) of the brake rotor 102 canenhance the normal abrasive fiction interaction between the frictionmaterial 114 of the brake pad and the uncoated friction surface of thebrake rotor 102.

In further implementations of the current subject matter, surfacetopography on a brake rotor surface 108, 110 can exist at two differentscales as illustrated in the expanded diagram 300 of part of a brakerotor 102 shown in of FIG. 3. At a first, larger scale, multiple islandformations 302 can be included on a friction surface. These multipleisland formations can form a regular or irregular pattern in whichislands are separated by channels 304, which can optionally have basesurfaces 306 that are roughened.

In some examples, at least part of the base surfaces 306 of theinter-island channels 304 can have a surface roughness sufficient tocreate turbulence to air masses flowing in a direction parallel to aplane defined by the annular surface (e.g. a surface orthogonal to anaxis about which the brake rotor 102 rotates) for example as the brakerotor 102 rotates with a wheel of a motor vehicle. It will be understoodthat cross-sectional shapes of the island formations 302 can besubstantially rectangular (e.g. as shown in FIG. 3) or any other regularor irregular shape. For example, the island formations can havesubstantially triangular, substantially trapezoidal, substantiallycircular, substantially curved, or any other regular or irregularcross-sectional shape as viewed in a plane perpendicular to an annularsurface 108, 110 of a brake rotor 102. Various shapes of the islandformations 302 as viewed in other planes are also within the scope ofthe current subject matter. For example, the island formations 302 canhave substantially circular, substantially square, substantiallyrectangular, substantially tear drop shaped, substantially curved, orany other regular or irregular shape as viewed in a plane parallel to anannular surface 108, 110 of a brake rotor 102.

A second, smaller scale of surface topography on a brake rotor surface108, 110 can include peaks 202 and valleys 204 similar to thosedescribed above in reference to FIG. 2. Such peaks and valleys or other“surface roughness” features can be created on upper surfaces 310 of theisland formations 302.

Consistent with some implementations of the current subject matter, thefirst scale of surface topography can be advantageous in reducing anoverall weight of a brake rotor 102 and can also provide coolingbenefits by permitting an optionally turbulent flow of air along thebase surfaces 306 of the channels 304 formed or defined between theisland formations 302.

In alternative implementations of the current subject matter, thecoating can include graphene, which is a 2-dimensional, crystallineallotrope of carbon in which carbon atoms are densely packed in aregular sp²-bonded atomic scale “chicken wire” (e.g. hexagonal)structure. Graphene can be described as a one-atom thick layer ofgraphite. It is the basic structural element of other allotropes,including graphite, charcoal, carbon nanotubes, and fullerenes. It canalso be considered as an indefinitely large aromatic molecule, thelimiting case of the family of flat polycyclic aromatic hydrocarbons.High-quality graphene is strong, light, nearly transparent and anexcellent conductor of heat and electricity. Its interactions with othermaterials and with light and its inherently two-dimensional natureproduce unique properties, such as the bipolar transistor effect,ballistic transport of charges, and large quantum oscillations. Additionof graphene to a brake rotor 102 consistent with implementations of thecurrent subject matter can provide one or more potential advantages,potentially including but not limited to improved durability, cooling,corrosion resistance, or the like.

Coatings described herein can advantageously be applied such thatexisting surface topography features (e.g. the first or second scale ofsurface topography discussed herein) persist after addition of thecoating. In other words, the coating is not so thick as to smooth outeither or both of the first scale of surface topography or the secondlayer of surface topography, assuming that at least one such set ofsurface topography features are present on the friction surface of thebrake rotor 102 prior to addition of the coating.

The hardness of the coating on the friction surfaces of a brake rotor102 can dictate how persistent the surface roughness condition of thefriction surfaces is over repeated braking events. A typical, uncoatedbrake rotor constructed of cast iron, stainless steel, light weightmetal alloys, ceramic materials, ceramic composite materials, titanium,etc. and/or combinations thereof generally has a hardness as measured onthe Rockwell “C” scale of about 35±4. The surface roughness features ofthe friction surfaces of a brake rotor 102 according to implementationsof the current subject matter can be characterized by an averageamplitude between the peaks 202 and valleys 204, which can in someimplementations be in a range of 26-32 micro-inches

According to implementations of the current subject matter, an optimizedrelationship between the surface roughness and the surface hardness canbe obtained to maximize persistence of the peak 202 and valley 204surface roughness features and/or the island formation 302 and channel304 features over a useful lifetime of a brake rotor 102. The optimalrelationship between the surface roughness and surface hardness is oneat which the peak and valley topography and/or island formation andchannel topogrpahy is maintained to allow continued transfer andretention of friction material from a brake pad 116 to a frictionsurface of the brake rotor 102 such that adherent friction between thetransferred friction material and the friction material 114 remaining onthe brake pad 116 adds to abrasive friction forces between the brakerotor itself and the friction material 114 of the brake pad to improvethe stopping power of a braking system 100.

Excessive hardness may lead to brittleness, while too little hardnessmay lead to premature wear of the surface roughness features. Also,excessive surface roughness may lead to too rapid a consumption of thefriction material 114 on a brake pad 116 as too much of the frictionmaterial is transferred to and potentially scaled away from the frictionsurface of the brake rotor. Too little surface roughness on the brakerotor 102 may lead to too little transfer of friction material and/ortoo little retention of the transferred friction material on thefriction surfaces of the brake rotor 102, thereby weakening the brakingpower and potentially requiring greater reliance on abrasive friction,which can lead to increased wear.

An additional variable in the analysis of an optimal surface roughnessand surface hardness regime can be the composition and other physicalproperties of the friction material of a brake pad. For example, a brakepad with a friction material that is readily transferrable and/oradherable to a friction surface of a brake rotor may require a lesspronounced surface roughness to create the advantages disclosed hereinfor the inventive subject matter. In such an example, a relatively lowersurface roughness may be used in conjunction with an increased surfacehardness as the lower amplitude between the peaks 202 and valleys 204 ofthe surface topography of the brake rotor 102 can be less prone todamage due to the increased brittleness that can accompany increasedsurface hardness.

The second scale of surface topography can advantageously assist inretaining a transferred film or layer of brake pad material to surfacesof the brake rotor 102. In the example of FIG. 3, the upper surfaces 310of the island formations 302 can form the friction surface of the brakerotor 102. The surface roughness at the second scale of surfacetopography (e.g. the peaks 202 and valleys 204) can act as an abrasivesurface that effective scrapes some of the friction material 114 fromthe brake pad 116 and then retains this friction material in a transferfilm layer on the friction surfaces of the brake rotor 102. Thistransfer film layer can be retained on the friction surface of the brakerotor 102 at least in part as a result of the second scale of surfacetopography, whose peaks 202 and valleys 204 can provide a structure thatresists easy wiping off or other dislodging actions that might free thetransfer film layer from a brake rotor 102 that lacks such features.

The transfer film layer can provide significant benefits in bothdurability and braking effectiveness of the braking system 100. Forexample, the retained transfer film layer of the friction material canprotect the underlying material of the brake rotor 102 from abrasivefriction interactions with the brake pad 116 and its friction material114. Instead, the friction material 114 of the brake pad 116 caninteract with similar material present in the transfer film layerretained on the brake rotor 102. The presence of similar materials oneither side of the brake pad-brake rotor interaction during actuation ofa braking system 100 can also provide improvements in braking power. Inan example, the friction material 114 of the brake pad 116 and thetransfer film layer on the brake rotor can experience a form of adherentfriction, in which friction material dynamically transfers in eitherdirection (e.g. back and forth between the brake pad 116 and thetransfer film layer on the brake rotor 102), with a breaking andreforming of molecular bonds occurring as part of the process.

While adherent friction may occur to some small extent in previouslyavailable brake rotors, the absence of surface topography features (e.g.either or both of the peaks 202 and valleys 204 of the second scale ofsurface topography and optionally also the island formation 302 andchannels 304 of the first scale of surface topography described herein)on the surfaces of conventional rotors can render this effect relativelyinsignificant. For example, the amount of transferred friction materialpresent per unit area in a transfer film layer occurring on aconventional rotor can be orders of magnitude smaller than that presentin a brake rotor 102 having features described herein. Additionally,without a surface topography structure capable of retaining a transferfilm layer, the impact of adherent friction can be diminished as thetransfer film layer would not be laterally anchored to the frictionsurface of the brake rotor 102 or otherwise resistant to rotationalmotion about the friction surface of the brake rotor 102 duringactuation of the braking system except by relatively weak van der Waalsor electrostatic forces. The first scale of surface topography (e.g.island formations 302 and channels 304) and/or the second scale ofsurface topography (e.g. peaks 202 and valleys 204) described herein, orfunctional or structural equivalents thereof, can provide a mechanicalanchoring mechanism by which a transfer film layer has increasedresistance to rotational forces and/or other forces or effects thatmight act to dislodge the transfer film layer from the friction surfacewhen the braking system 100 is actuated.

Other potential advantages can result for a brake rotor 102 having oneor more scales of surface topography as described herein that aresufficient to generate and retain a transfer film layer that includesfriction material from a brake pad 116 acting on the brake rotor 102.For example, the transfer film layer can act as a protective layer thatreduces abrasive friction on the friction surface of the brake rotor102. This protective feature can be beneficial in extending the usefullifetime of a brake rotor 102 as overall wear of the friction surfacecan be reduced. Adherent friction and/or one or more other mechanismsthat improve braking effectiveness of a braking system the includes sucha brake rotor 102 and a brake pad 116 with creation of a transfer filmlayer can also reduce wear of the friction material from the brake pad116. This effect may also result from the increased importance ofadherent friction relative to abrasive friction as well as thepossibility that a “stickier” brake rotor 102 to brake pad frictionmaterial interaction can require less overall force to be applied duringactuation of the braking system. Decreased wear of the friction materialof a brake pad 116 can reduce an amount of friction material debriscreated during actuation of the braking system 100 and released into theenvironment. As one or more chemical components of brake pad frictionmaterial can be damaging to the environment, human health, etc., thiseffect can has significant advantages, particularly in view ofincreasing governmental regulation of emission from braking systems.

Each of a first scale of surface topography and a second scale ofsurface topography on a friction surface of a brake rotor 102 can becreated, formed, etc. through one or more processes. For example, asurface finishing process for creating the island formations 302 andchannels 304 of a first scale of surface topography can include one ormore machining or forming techniques, including but not limited to beadblasting, grinding, acid etching, laser etching, roll forming,embossing, stamping, honing, lapped, polished, blanched, milled,profiled or any other machined surface treatment or surface geometrymodification and any combination(s) thereof. A surface finishing processfor creating peaks 202 and valleys of a second scale of surfacetopography can include one or more machining or forming techniques,including but not limited to bead blasting, sanding, grinding, acidetching, photo-resist etching, roll forming, embossing, stamping,honing, lapping, polishing, blanching, milling, profiling, or any othermachined surface treatment or surface geometry modification and anycombination(s) thereof.

In further implementations, and with reference to FIG. 1 the frictionmaterial 114 of one or more brake pad(s) 116 can be formulated tooptimize braking performance of the braking system, by optimizingcooperation with the wear and corrosion resistant coated rotors 102described herein. Such cooperation maximizes braking performance (i.e.,lowers braking distance and time, improves surface-to-surface contact,etc.) while minimizing wear and release of harmful or toxic materialsinto the atmosphere or environment. Table 1 represents a formation of afriction material 114 for a brake pad in accordance with preferredimplementations.

TABLE 1 Example fractions of components of brake pad materialformulations consistent with implementations of the current subjectmatter Constituent Formula 1 Formula 2 1 Fe powder 60 59 2 steel chip 78 3 SiC 1 2 4 Ba(SO)4 5 6 5 Iron Sulfide 2.5 0 6 coke 9 9 7 rubber 4 4 8phenolic resin 7 7 9 MgO 2 1 10 sulfur 2.5 4 TOTAL 100 100

The formulations in Table 1 represent an approximate percentage, eitherby weight, mass, or volume, or a combination thereof. Further, theapproximate value for each component material in each formula can varyin some implementations by +/−500, or +/−10% or more. For example, thepercentage of the formula for each component can vary in alternativeformulas by +/−5000 or more. In some implementations of the currentsubject matter, a brake pad friction material can advantageously includeprimarily environmentally inert components. For example, and/or one ormore other toxic or otherwise undesirable friction material componentscan be excluded from the friction material. In other implementations ofthe current subject matter, one or more beneficial components can beincluded in the composition of a brake pad friction material, such asfor example a material that acts as a fertilizer when deposited on theland surface.

In some implementations, a method of equipping a vehicle with brakingsystems can be configured for maximizing revenue sharing potential, andoptimizing a cost/benefit structure of braking system costs toperformance. As shown in FIG. 4, a method 400 includes, at 402,providing one or more brake rotors having added durability. The brakerotors can be coated with a wear and corrosion resistant coating asdiscussed herein. Due to the additional processing, treatment, andmaterials costs to produce such brake rotors, they may be more expensivethan conventional rotors. However, due to their resistance to wear oreven improved performance characteristics over time and use, these brakerotors or comparable rotors having increased durability and/orperformance can last significantly longer than conventional rotors andneed much less replacement.

At 404, a multi-wheeled vehicle is equipped with at least one coatedbrake rotor. The equipping is on less than the number of wheels of themulti-wheeled vehicle. For instance, a two-wheeled vehicle such as amotorcycle can be equipped with only one coated brake rotor. A two-axle,four-wheeled vehicle such as a car or truck can be equipped such thatonly one axle, or two wheels, of the vehicle are equipped with thecoated brake rotors. In some implementations, the front or forward wheelor wheels are equipped with coated brake rotors. In alternativeimplementations, rear wheels are equipped. In yet other implementations,a combination of front and rear wheels are equipped with the coatedbrake rotors, and in such implementations, the coated brake rotors canbe rotated with conventional rotors at regular or irregular intervals,which can be based on time, distance traveled, or metered use.

In still yet other implementations, as illustrated at 406 in the method400, one or more brake pads can be provided. The brake pads aredescribed herein as being formulated to optimize performance with thecoated brake rotors, yet minimize wear and release of harmful or toxiccompounds, substances or materials. At 408, the multi-wheeled vehicle isequipped with at least one of the brake pads, where the brake pad ispreferably matched with one coated brake rotor.

Accordingly, less than all wheels are equipped with a braking system asdescribed herein, saving substantial initial costs, yet not sacrificingtoo much performance due to the braking system's superior performance,handling and wear compared to conventional braking systems, includingconventional braking rotors and conventional brake pads.

In some implementations, a revenue structure can be formulated thatallows receipt of payment for an enhanced braking system that isinstalled on a vehicle on less than all wheels of the vehicle. Thus, therevenue structure can be based on some or all of the benefitsexperienced by the vehicle had all wheels or axles of the vehicle beenequipped with the superior coated rotors and/or brake pads, yet not needto include the costs of such equipping or installation.

In further implementations of the current subject matter illustrated inthe process flow chart 500 of FIG. 5, a method for configuring a brakingsystem of a multi-wheeled vehicle, includes installing a firstcombination of braking components operable to slow or stop rotationalmotion of a first wheel of the multi-wheeled vehicle at 502 andinstalling a second combination of braking components operable to slowor stop rotational motion of a second wheel of the multi-wheeled vehicleat 504. The first combination includes a first brake rotor and a firstbrake pad, and the first brake rotor includes a coating that impartswear and corrosion resistant properties to the first brake rotor, forexample as described elsewhere herein. The second combination includes asecond brake rotor and a second brake pad. Unlike the first brake rotor,the second brake rotor lacks the coating.

In some implementations, the bulk material of the first brake rotor andthe second brake rotor can be a same material. For example, both thefirst brake rotor and the second brake rotor can be formed of a samebulk material such as cast iron, stainless steel, titanium, a compositematerial (e.g. ceramic, carbon fiber, etc.), or the like. In otherimplementations, the bulk material of the first brake rotor and thesecond brake rotor can differ, for example such that a first bulkmaterial of the first brake rotor includes cast iron, stainless steel,titanium, a composite material, or the like, and a second bulk materialof the second brake rotor can be a different material, optionally one ormore of cast iron, stainless steel, titanium, a composite material, orthe like but not the same material as the first bulk material.

A multi-wheeled vehicle can be any vehicle having two or more wheels. Ingeneral, such a vehicle would have wheels mounted on two or more axles.For example, a motorcycle or other two-wheeled vehicle has a front wheeland a back wheel mounted on front and back axles. A four-wheeled car ortruck can have two rear wheels on a back axle as well as two fronttires, which can be on separate front axles capable of turning to changea direction of motion of the car. A larger vehicle, such as a bus, atruck, a military vehicle (e.g. a tank, a multi-axle transport vehicle,etc.), or the like can have front wheels as well as multiple backwheels, which can be mounted on multiple parallel axles.

Because the wear and corrosion resistant coatings described herein canprolong the useful life of a brake rotor, it can be advantageous to coatall of the rotors on a vehicle in this manner. However, a front brakerotor of a multi-wheeled vehicle can often receive a much greaterfraction of the braking force (e.g. the “work” resulting from a transferof kinetic energy into heat) used in stopping a vehicle. This can occur,for example, because as the braking system is actuated (e.g. as thebrakes are applied), there is generally a change in the balance ofweight distribution of the vehicle as the center of gravity of thevehicle rotates at least slightly forward relative to a plane of thesurface on which the vehicle is traveling. This rotation generallyplaces more of the vehicle weight on the front tires than on the reartires. Accordingly, the front rotors of a vehicle braking systeminstalled on a multi-wheeled vehicle generally wear more quickly. As thecosts of preparing a brake rotor with a wear and corrosion resistantcoating as discussed herein can be non-negligible, it can beadvantageous to use brake rotors having such a coating only in thebraking component combination that is operable to stop or slow rotationof a first wheel or set of wheels on the vehicle. The other brake rotors(e.g. those associated with rear tires), which are not subject to thesame amount of braking wear, can be less expensive “conventional” brakerotors, thereby resulting in significant material cost savings withoutsignificantly increasing maintenance costs relative to a vehicle withcoated rotors associated with all wheels.

The implementations set forth in the foregoing description do notrepresent all implementations consistent with the subject matterdescribed herein. Instead, they are merely some examples consistent withaspects related to the described subject matter. Although a fewvariations have been described in detail herein, other modifications oradditions are possible. In particular, further features and/orvariations can be provided in addition to those set forth herein. Forexample, the implementations described above can be directed to variouscombinations and sub-combinations of the disclosed features and/orcombinations and sub-combinations of one or more features further tothose disclosed herein. In addition, the logic flows depicted in theaccompanying figures and/or described herein do not necessarily requirethe particular order shown, or sequential order, to achieve desirableresults.

In the descriptions above and in the claims, phrases such as “at leastone of” or “one or more of” may occur followed by a conjunctive list ofelements or features. The term “and/or” may also occur in a list of twoor more elements or features. Unless otherwise implicitly or explicitlycontradicted by the context in which it used, such a phrase is intendedto mean any of the listed elements or features individually or any ofthe recited elements or features in combination with any of the otherrecited elements or features. For example, the phrases “at least one ofA and B;” “one or more of A and B;” and “A and/or B” are each intendedto mean “A alone, B alone, or A and B together.” A similarinterpretation is also intended for lists including three or more items.For example, the phrases “at least one of A, B, and C;” “one or more ofA, B, and C;” and “A, B, and/or C” are each intended to mean “A alone, Balone, C alone, A and B together, A and C together, B and C together, orA and B and C together.”

Use of the term “based on,” above and in the claims is intended to mean,“based at least in part on,” such that an unrecited feature or elementis also permissible.

Other implementations may be within the scope of the following claims.

1. A braking system of a multi-wheeled vehicle, the braking systemcomprising: a first combination of braking components operable to slowor stop rotational motion of a first wheel of the multi-wheeled vehicle,the first combination comprising a first brake rotor and a first brakepad, the first brake rotor comprising a coating that imparts wear andcorrosion resistant properties to the first brake rotor; and a secondcombination of braking components operable to slow or stop rotationalmotion of a second wheel of the multi-wheeled vehicle, the secondcombination comprising a second brake rotor and a second brake pad, thesecond brake rotor lacking the coating. 2.-19. (canceled)